Railway draft rigging



Aug. 9, 1932. J. F. ocoNNoR l RAILWAY DRAFT RIGGING Filed Dec. 22. 1927 @E .1..- l VNI, A

' Ja/mfg f E 7 M@ Patented Aug. 9, i932 emite Startsr PATENT" OFFICE .IOIIN n. oCoNNoR, or CHICAGO, ILLINOIS, AssIGNoR To W; ILNINiIIt, INC., or CHICAGO,

ILLINOIS, A CORPORATION or DELAWARE i RAILWAY DRAFT RIGGING Application led December 22, 192,7. Serial No.` 241,745.

This invention relates to improvements in railway-draft riggings.

@ne object of the invention is to provide a draft rigging for railway cars, including shook absorbingmeans having a relatively longer stroke in buff than in draft,-wherein the buiiiig shocks are absorbed by a spring shock absorbing mechanism and a combined spring and friction shock absorbing mechagay," nisni, and the shocks in draft are absorbed by thefriction shock absorbing mechanism only.

Another object of the invention is to p rovide in a mechanism of the character indicated, having a relatively longer stroke than -g has been the practice heretofore, means for properly supporting the coupler to 'prevent tilting thereof, thus assuring proper axial alignment of the coupler shank and shock absorbing means in all positions 'assumed by i the parts diiringoperation A more specific object of the invention is to provide in a railway draft rigging, shock absorbing means having a relatively short strokeY in draft and a much greater stroke in buff, ac-

tuated through the medium'of the usual coupler,wlierein are employed a springshock absorbingmeans and a `combined friction and spring shock absorbing means, and the entire shock absorbing mechanism, comprising the two Vdifferent means, togetherwith the cou-v pler, are supported by unitary yokeJ means,

and wherein the entire shock absorbiiigrinech# anism is operated in buff vand the friction means only is actuated in draft.

Other and further objects of the linvention will more clearly appear from the description and claims hereinafter following.

ln the drawing, forming a part of this specification, Figure 1 isalongitudinal, vertical, sectional view of a' portion of a railway ear showing my improvements inconnection therewith, the parts being illustrated -in the position assumed in full release of the shockv absorbing mechanism. And Figure 2 is a horizontal, longitudinal, sectional view, cormember, which is designated by 116.' One of the body bolsters of the car is indicated by 117, and a filler casting 118, disposed between the sills 10, may either comprise a separate member or be formed integral with thebody bolster 117. As shown, the filler casting or block .-118 is secured to the sills l10 byrivets.

`lncarrying-out my invention, the centerv sills 10 are provided j with @aligned slots 16-16 atthe forward ends .thereof,'the slots being reinforced by stop castings 17-17,

which have openingsV corresponding to .the

openings or 'slots in the sills and which may be formed as an integral partrof the butler block or may comprise 'separate members. As shown inthe drawing, the stop castings or lugs 17 terminate short ofthe rear ends of the slots'l of the center sills. The center sills are also provided with rear stop llugs 18-18 and two sets of intermediate stop lugs 19-19 and20-20- The stop lugs or 'cast-k ings 18, 19, and 20, may be secured to'thef draft sills-in any suitable manner, but are herein vshown Vas secured'thereto by rivets; The stoplugs or castings 18;are ofsuchj a` front face of theV filler casting 118', so thatithe length that tlierearends thereof abut the.'

saine will `be bracedthereby. As'sh'own in the drawing, the intermediate stop castingsl 2O are spaced a greater distance from'. the

front stop castings l17 Vthan from the stop castings `19. The` stop castings 19 areV of greater length than the stop castings 20, and each of the stop castings 19 and 2O provide abutment faces on .the opposite ends thereof, forming the stops proper.

In my improved railway draft rigging, as shown, is included a standard coupler, indicated broadly by the reference character A; a yoke means B; a combined friction and spring shock absorbing mechanism C; a spring shock absorbing mechanism D; front, intermediate, and rear followers, designated respectivelyby E, F, and G; and a coupler ke H. A i l I lhe yoke means B is in the form of an elongated tubular housing of substantially rectangular cross-section, A.having -longitudinally disposed spaced side walls 21-21, horizontally disposed spaced top land bottom walls 22-22, and a verticalrear end wall 23. The top, bottom, andside Walls of the housing B, extend forwardlyand progect an appreciable distance beyond the outer face of the buffer block 14. The top wall of the housing B is provided with. a vertical upstanding flange 24 at the forward end thereof, adapted to act as an abutment means for the Avertical inner Aface ofthe coupler head or horn. The normal spacing between the liangeV 24 andthe end face of the louder block preferably corresponds tothe full compression Istroke of the mechanismV in buff. The coupler A has the shank thereof telescoped .within the housing B, with the innerV side of the coupler head bearing on, or abutting directly, the flange 24. The coupler A, as disclosed, is -of that type vhaving a forwardly Haring shank, and the side walls at the forward end of the housing A are correspondingly flared outwardly, as indicated at 25-25, to permit of the necessary lateral movement of the coupler.` The coupler A is secured to the housing` B byA means of the transversely disposed key H, which extends through aligned openings in the coupler shank and side walls of the housing, the opposite ends of the key H working inthe slots 16 of the center sills. The key ,H is of the headed type and is retained in assembled Vrelation with the railway draft rigging'by means of the usual Cotter pin or other holdingmeans inserted through the key at the opposite end to the head. As shown inthe drawing, and especially in F igure2 thereof,

'p the key H fltsthe openings in the shank of the, coupler A and the sidewalls 21 of the housing Blclosely, so that the coupler and housing will move. in unison., It will be evident that the slots 16 of the center sills permit longitudinal movement vof the key -H in both directions; however, these slots areso designed that the .key will be held against vertical displacement with respect to the sills.

The slotsoropenings in the shankof thecoupler andthe side walls'of the housing are alsoV so designed that no relative movement of the- Vmovement of the housing.

key in a vertical direction with respect to the coupler and housing is permitted. The front end portion of the shank of the coupler A is directly supported by a transverse block or bar 32, which is secured in any suitable manner to the bottom wall 22 of the housing and engages the shank of the coupler immediately in back of the coupler head.

The combined friction and spring shock absorbing mechanism comprises the usual friction shell 26 having a pair of friction shoes co-operating therewith,engaged by a wedge member 27. The movement of the friction shoes is resisted by the usual spring element 28, whichv co-operates with a spring follower bearing on the inner ends of the shoes. Asdisclosed, the friction shell is of rectangular cross-section having opposed inwardly converging friction surfaces on the opposite side walls thereof. The parts of the friction shock absorbing mechanism are held assembled by the usual retainer bolt. The wedge member 27'oftlie friction mechanism bears directly on the rear follower G, and the closed end wall of the shell bears on the intermediate follower F. 't

The spring shock absorbing mechanism D comprises, as shown, an inner and an outer coil spring. Although two springs, are shown, it is evident that the number of springs used may be varied within wide limits.V The shock absorbing spring resistance D is interposed between the frontfollower E andthe intermediatefollower F, the front follower E bearing directly on the inner end of the shank of the coupler A. As clearly disclosed in Figure 2, the followers E, F, and G, are Vall in the form of heavy rectangular plates. The follower E extends through aligned openings in the side walls 21 of the housing B andtightly fits these openings so that the follower will move in unison with the housing, bothinV buff and in draft. The

intermediate follower F has the opposite ends thereofV projecting through transversely aligned openings '3U-.30 in the side walls of the housing B, the openings being .ofsuch a length that a certain amount of irelative movement is permitted between the housing and the follower F during a buifing or inward full release position of the parts, as shown, thel follower F bears directly on the inner ends ofi the stop castings 20 and is spaced' from the rear end walls l.of the openings 30,

thereby permitting outward movement of the TheV casing B to 'a limited extent in draft. rear. follower G hasjthe opposite ends thereof projecting through alignedopenings 31-31 in Vthe side 'walls ofy the housingfB and co-op eratesrwith the inner ends of the stop lugspr castings 19 and the vfront ends of the stop lugs 18. As shown, the openings V31 are of such a dimension lengthwise of the housing "B bas to permit a fullcompress'ion strokeof the device In the normal in bui before the front end walls of said openings will engage the rear follower G. The parts are so proportioned that the end wall 23 of the'housing B will engage the front 5 face of the filler casting 18 at the same time that the follower Gr is engaged by the front end walls of the openings 31. Upon reference to the drawing, it will be evident that in thecnormal position of the parts, as shown l0 in Figure 2, the followers E and Gr are spaced equally from the stop lugs or castings 17 and 19, respectively. The spacing between these parts corresponds also to the spacing between the key H and the front end walls of the slots 16 of the center sills. It will thus be evident that outward movement of the coupler A and the housing B will be arrested simultaneously by the key H and the followers E and G. It will also be evident that the amount of movement permitted in draft is thus considerably less than that permitted in buff. Although 'the amount of movement in draft o-f my improved shock absorbing mechanism may be varied within wide limits, the amount of movement permitted,l as disclosed in the drawing, is preferably approximately two and one-half inches. The follower F is preferably spaced such a distancefrom the front ends of the stop castings 19 that the follower is also pointed outthat the total amount of movement of the coupler and housing B in buff, may also be varied within wide limits, as long as the same is greater ineXtent than the movement in draft. As shown in the drawing, the total movement in buff is preferably substantially five inches, there being two and one-half inches of movement permitted betweenthe housing and the follower F to effect compression of the spring resistance D, and two and one-half inches of movement between the'followers F and G to provide the frictional resistance.

The elongated housing B is .supported adjacent the casting 18 by a saddle plate 33, and

is-further supported intermediate this saddle plate and the carry iron 15by anotherfsaddle plate 34. The saddle plates 33 and 34 are fixed to the draft sills by any suitable means,

bolts, thereby making ily detachable.

The operation of the shock absorbing mechanism of my improved railway draft rigging the saddle plates readwith the coupler Al through the medium of the connecting coupler key H, and by the follower E which is engaged directly bythe butt will be arrested in its movement before the the s ame being herein shown las secured by is as follows, assuming aninward or buliing i movement being applied tothe coupler A; the, housing B will be moved inwardly in unison by the friction shock absorbing mechanism,

inasmuch as the resistance of the latter is appreciably greater than that 'of the spring shock absorbing mechanism l). v During the furtherlrearward movement of the parts, when the compression of the spring D becomes sufficiently great to balance or exceed' the fesistance oered by the friction shock"v absorbing mechanism C, the follower` F will be moved rearwardly,vthereby forcing the friction .shell of the friction. shock absorbing mechanism rearwardly also, and moving the same relatively to the friction shoes which are held against movement by engagement with the wedge block27 which bears on the rear follower G, which, in turn, is held against. movement by the stop lugs 18. The compression of the mechanism will continue either until the actuating force is reduced or movement of the housing B is positively limited byv engagement with the filler casting 18 and lby engagement of the front follower'E with the front ends of the stop castings 20, `engagement of the key H with the inner end walls of the slots 16 of the center sills, engagement of the front end walls of the openings 30 with the follower F, and engagement of the follower F with the front endsofthe stop castings 19, and engagement of the front end walls of the openings 31 with the rear follower G. During release, upon the actuating force being reduced, the springs of the spring resistance mechanism and lthe friction shock absorbing mechanism will restore all of the parts to normal position, outward movement of the housing B being limited by the follower G movement of which in turn is prevented by the friction shock absorbing mechanismv which bears on the intermediate follower F, the latter being held against forward movement by the stop castings 20. y

Upon a draft or pulling action being applied to the coupler A, the housing VB will be pulled outwardly in unison with the coupler through the medium o f the connecting key H, thereby pulling the rear follower G forwardly and compressing the friction shock absorbing means between the follower Gr and the follower F, the latter being heldagainst outy ward movement by the stop lugs or castings- 20, as hereinbefore pointed out. Forward or outward movement of the parts will be lim-T ited bythe key H engaging the front end walls of the slots 16, the follower E engaging the stop lugs 17, the Vinner end walls of the openings 30 engaging the follower FV which is held by the stop lugs 20, andthe follower Gr engaging the rear ends of thev stop lugs or castings'19. Upon release of` 5:5 i holding said follower Ameans against outward the mechanism, the partswill be restored to their normal position after a draft action,

by the expansion of the` spring resistance of block 27 outwardly, carrying the rear follower Grv therewith, and thus pulling the housing rearwardly also.

While I have herein shown and described what I consider the preferred manner of carrying out the invention, the same is merely illustrative, and I contemplate all changesY and modifications which come within the scope of the claims appended hereto.

I claim:

l; In a draft rigging for railwaycars having spaced center sills and a carry iron adjacent the outer ends of the sills, the combination with shock absorbing means disposed between the sills, said shock absorbing means including a friction shock absorbing mechanism comprising a friction shell, a friction system co-operating therewith, and spring means resisting relative movement of the friction system and shell, and an independently acting spring resistance; of a coupler; yoke means within which the coupler shank is-looselyttedso as to have lateral swinging movement connecting the coupler operatively with said shock absorbing means, the inner end of said yoke means enclosing said shock absorbing means and supporting the same, said yoke means being supportedV at the outer end by saidcarry iron; meansk ,1 cri-operating with said shock .absorbing means and yoke means for actuating said friction shock absorbing mechanism and spring resistance upon a bui-ling action being applied to thercoupler, and for actuating saidV friction shock absorbing mechanism only upon a draft action being applied to the coupler; a member for anchoring the coupler to the yoke for movement in unison both in buil and draft, said member co-operating with means on the sills for preventing vertical movement of said member, but permitting limited longitudinal movement thereof with respect to the sills; and means outwardlj?` of the carry iron on the yoke moans for "L supporting the `coupler shank.

2. In a draft rigging'for railway cars having spaced center sills, the combination withy a friction shock absorbing mechanism dis-l posed between said sills; o'f a spring shock f absorbing mechanism disposed between said sills; a coupler; unitary yok-emeans 'for hous- Y ing said friction and spring shock absorbing mechanisms; means for connecting the cou-k pler andv yoke for movement in unison;f ol lower means interposed between said friction and spring shock absorbingmeans for actuating the friction shock absorbing mechanism through the spring shock absorbing mechanism in buff; means on the sills for follower interposed between the spring shock absorbing mechanism and the coupler shank, said follower being movable in unison with the yoke in both bud and draft; stop means on the sills for limiting the inward and outward movement of said last named follower; a rear follower co-operating with the friction shock absorbing mechanism; stop means on the sills for limiting inward and outward moveinentof said rear follower; and abutment means on the yoke for actuating the rear follower in draft only.r

3. In a Y draft rigging for railway ,cars having spaced center sills, the combination with yoke means disposed between said sills; of a coupler connected to said yoke means for movement in unison -therewith in both buif and draft; front, intermediate, and-rear followers co-operating with the yoke, said 'front follower being movable in unison with the yokein both buff and draft, said'rear followeribeing movable in unison with the yoke-in draft only; stop means on the sills for limiting the inward and outwardmovement of 'each of said followers; and shock absorbing means disposed between said front and.V intermediate followers, and additional shock absorbing means interposed-between saidf..rear and intermediate followers,lsaid last named shock absorbing means' beingof greater capacity than said first named shock absorbing means, whereby the latter will be compressed to a predetermined extent in buff before compression of the other shock ab, sorbing means. s

AL'. In a railway draft rigging'including draft sills provided with front, rear, and intermediate stop shoulders, the combination with a tubular yoke member,saidyoke member receiving the buiiing and draft shocks; of front, intermediate and rear followers cooperating with said yoke member, said front follower being fixed with respect to the yoke, said intermediate follower' extending through elongated. openings in the side walls of the yoke and held against outward movement by said intermediate stopshoulders, and said rear follower` engaging the rear end wall of the yoke and extending through openings in the side walls thereof to permit relative move.- ment of thel yokel and rear follower during a bufng action,fsaid rear` followerbeing held against rearward'movement by saidrear stop." shoulders shock absorbing'ineans interposed between said front vand intermediate followers; and friction shock,absorbing'mechanism 'A interposed between said intermediate and rear system having its movement resisted by said spring means, said 'system also including a wedge member, one of said members of the friction shock absorbing mechanism bearing on the intermediate follower and the other of said membersV of the friction shock absorbing mechanism bearing on the rear follower.

5. In a railway draft rigging, the combination with draft sills provided with front, intermediate and rear stop-acting means, respectively; of a front follower, an intermediate follower, and a rear follower, the front follower being normally spaced Afrom its corresponding stop-acting means and the other two followers in engagement with their respective stop-acting means; cushioning devices, one between the rear and intermediate followers and the other between the intermediate and front followers; and yoke-acting means, said yoke-acting means and front follower having constant shouldered engagement, the yoke-acting means and the rear follower having shouldered engagement during draft movement, only, and the yoke-acting means being movable relative to the intermediate follower in both buff and draft and adapted to have shouldered engagement with the intermediate follower in buff after a partial buif stroke, to thereby actuate the intermediate follower in buff during the latter part of the buff stroke.

6. In a railway draft rigging, the combination with inner and outer stop shoulders; of a coupler; yoke-acting means connected to the coupler for movement therewith in both bud and draft; a front follower movable in unison with the yoke'in both buff and draft; a rear follower movable with the yoke in draft and held against movement during buff; an intermediate follower, said intermediate follower being movable with respect to the yoke in both buff and draft; shock absorbing means interposed between the front and intermediate followers and an additional shock absorbing means interposed between intermediate and the rear followers; a stop shoulder for holding said intermediate follower against movement during draft, thereby producing compression of the second named shock absorbing means only; and means for limiting movement of the intermediate follower in buif to less than the full buiiing stroke of the mechanism.

7 A yoke member for railway draft riggings, said yoke member being of tubular form and open at one end, said open end being adapted to receive the shank of a coupler, said yoke member having alined key receiving slots in the side walls thereof, the bottom wall of said yoke extending forwardly of the slots and forming a support for the coupler shank outwardly of said slots, said yoke having alined openings in the side walls thereof rearwardly of said slots adapted to accommodate and fit a front follower member, said yoke having at the rear end alined elongated openings in the side walls thereof adapted to movably accommodate a rear follower, and

said yoke also having alined elongated openings in the side walls thereof between said 

